Method and device for operating a drive device, drive device

ABSTRACT

A drive device and methods for operating a drive device of a motor vehicle, having an internal combustion engine, an electric machine, and a dual-clutch transmission. The dual-clutch transmission has two clutches, by means of which the transmission can be connected to the internal combustion engine. At least the internal combustion engine is actuated in a driving operation in order to generate a target drive torque, and the clutches are actuated in opposite directions for a gear shift. During a gear shift, the electric machine, which is connected to the dual-clutch transmission without a clutch, is actuated such that the electric machine completely or partly generates the target torque at least temporarily.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/766,460, filed Apr. 6, 2018 and entitled “METHOD AND DEVICE FOROPERATING A DRIVE DEVICE, DRIVE DEVICE,” which is a 371 national phaseof International Application No. PCT/EP2016/070593, filed Sep. 1, 2016,which claims the benefit of Geraman Patent Application no.DE102015219340, filed Oct. 7, 2015, the entire contents of all of whichare incorporated herein by reference.

BACKGROUND OF THE INVENTION

The invention relates to a method for operating a drive device of amotor vehicle, which drive device has an internal combustion engine, anelectric machine and a dual-clutch transmission, wherein the dual-clutchtransmission has two clutches by which it can be connected to theinternal combustion engine, wherein in a driving mode at least theinternal combustion engine is actuated in order to generate a targetdrive torque, and is connected to the dual-clutch transmission by one ofthe clutches, and wherein the clutches are activated in oppositedirections for a gear shifting process.

In addition, the invention relates to a device for operating the drivedevice described above as well as to a corresponding drive device.

Methods, devices and drive devices of the type mentioned at thebeginning are basically known from the prior art. In particular, whatare referred to as hybrid drive devices which, in addition to aninternal combustion engine, have at least one electric machine are beingused increasingly in motor vehicle construction. Such drive devicespermit different types of driving modes to be implemented, such as forexample a purely electric mode, a purely internal combustion engine modeand a mixed mode in which the drive torque of the motor vehicle isgenerated jointly both by the electric motor and by the internalcombustion engine. Because the electric motor can also be operated as agenerator, it is possible here to charge a vehicle battery of the motorvehicle electrically by load point shifts of the internal combustionengine, or to feed electrical energy into the battery during a brakingprocess. The drive machines, electric motor and internal combustionengine are usually not connected directly to driven wheels of the motorvehicle but instead with the intermediate connection of a transmissionhaving a variable transmission ratio. In the simplest case, thistransmission is an automated transmission with a plurality ofpermanently predefined transmission ratios. In order to reduce shifttimes, it is also known to provide dual-clutch transmissions which havetwo transmission shafts which run one inside the other and are eachconnected to a clutch by which the respective transmission shaft can beoperatively connected to the internal combustion engine, such that atorque which is provided by the internal combustion engine can betransmitted to the respective transmission shaft. By advantageousactuation of the clutches in opposite directions it is possible here fora gear on one of the transmission shafts to be changed while a drivetorque is transmitted from the internal combustion engine to the drivenwheels by the other transmission shaft. By simultaneously engaging theone clutch and disengaging the other clutch it is therefore possible fora gear shifting process to take place virtually without a shiftingdelay, which would give rise to an interruption in the tractive force.The electric machine can be arranged at different locations of such adrive device in order to generate an additional positive or negativemachine torque which is transmitted to the driven wheels.

SUMMARY OF THE INVENTION

The method according to the invention has the advantage that theshifting delay or a delay or interruption in the tractive force whichcan be felt by the driver or the occupants of the motor vehicle isreduced further compared to known solutions and is under certaincircumstances completely suppressed. As a result, on the one hand, thedriving comfort is increased and, on the other hand, advantages withrespect to the driving safety are achieved or ensured on the basis of auniform buildup of torque at the driven wheels.

According to the invention there is provision for this purpose thatduring a gear shifting process the electric machine which is connectedto the dual-clutch transmission without a clutch is actuated in such away that said electric machine at least temporarily completely or partlygenerates the target torque. The invention therefore provides thatduring a gear shifting process the engine torque of the internalcombustion engine which falls away at the driven wheels as a result ofthe opening of the clutch is completely or partially compensated by amachine torque of the electric machine, in particular when in thedriving mode only the internal combustion engine is actuated in order togenerate the target drive torque. Therefore, in particular in the caseof shifting up of the dual-clutch transmission, that is to say from arelatively low gear to a relatively high gear, or from a gear with arelatively high transmission ratio to a gear with a relatively lowtransmission ratio, an interruption in the tractive force is reliablyavoided. As a result of the fact that the electric machine is connectedto the dual-clutch transmission permanently or without a clutch there isalso no additional shifting process necessary in order to connect theelectric machine to the dual-clutch transmission or to the drive train,with the result that the interruption in the tractive force isadvantageously reduced or minimized solely by the actuation of theelectric machine which reacts very dynamically to an actuation process.The provision of the target torque is preferably completely assumed bythe electric machine in order to completely avoid the interruption inthe tractive force. However, this depends on the dimensioning of theelectric machine which, under certain circumstances, can only partiallyprovide the requested target torque. In this case, it is expedient forthe target torque to be generated at least as far as possible by theelectric machine, in order to reduce the interruption in the tractiveforce as far as possible.

According to one preferred development of the invention there isprovision that when the internal combustion engine and the electricmachine are actuated in the driving mode in order to generate the targettorque jointly, during the gear shifting process the electric machine isactuated in such a way that said electric machine completely orpartially takes over that portion of the target drive torque which isprovided by the internal combustion engine. Therefore, if the targettorque is generated by both drive machines, during the gear shiftingprocess the electric machine additionally still takes over the portionof the target torque which was generated by the internal combustionengine, at least in so far as is possible by the existing electricmachine and, if appropriate, given a current state of charge of theenergy store or of the vehicle battery.

According to one preferred development of the invention there isprovision that in order to initiate the gear shifting process the torquewhich is transmitted by the internal combustion engine to thedual-clutch transmission is reduced. The gear shifting process istherefore initiated by virtue of the fact that the torque which is madeavailable by the internal combustion engine is reduced. This reductionis expediently completely or partially compensated by the electricmachine, as already described above. In particular, the compensationtakes place in such a way that the engine torque of the internalcombustion engine is continuously reduced and the machine torque of theelectric machine continuously increased, in order to bring about thechangeover between the generator of the drive torque without aninterruption in the tractive force at the driven wheels.

There is preferably provision that the torque is reduced by opening theclutch which currently connects the internal combustion engine to thedual-clutch transmission. In particular slow opening of the clutchensures that the engine torque which is currently made available by theinternal combustion engine is not completely transmitted to thedual-clutch transmission. Through slipping operation of the clutch, theinternal combustion engine torque is reduced by reducing in a simple waythe torque which the clutch transmits from the internal combustionengine to the transmission. The other clutch is preferably closedsimultaneously or at a later time after, for example, a gear shiftingprocess has taken place.

Alternatively or additionally there is preferably provision that thetorque which is transmitted from the internal combustion engine to thedual-clutch transmission is provided by reducing the engine torque ofthe internal combustion engine. The engine torque or a target internalcombustion engine torque corresponds to the target drive torque in thecase in which the drive torque is made available solely by the internalcombustion engine in the initial state. If the drive torque is generatedby the internal combustion engine and the electric machine together, thetarget engine torque corresponds to the portion of the drive targettorque which is made up by the internal combustion engine torque. Inparticular, the engine torque of the internal combustion engine isdecreased or reduced even before the clutch which connects the internalcombustion engine currently to the dual-clutch transmission is opened.As a result, the engine torque which falls away is compensated by theelectric machine even before the internal combustion engine isdisconnected from the dual-clutch transmission in order to carry out theshifting process.

Expediently, when the torque which is to be transmitted is reduced, amachine torque of the electric machine is simultaneously increased. Themachine torque is expediently increased to the same degree as the torquewhich is transmitted by the internal combustion engine is reduced.

Furthermore, there is preferably provision that the clutch whichconnects the internal combustion engine to the dual-clutch transmissionis not opened until the torque of the internal combustion engine isreduced of zero. As a result, the clutch which connects the internalcombustion engine to the dual-clutch transmission is then load-free andcan be opened gently with minimal wear.

Furthermore, there is preferably provision that during a rotationalspeed synchronization of the dual-clutch transmission during the gearshifting process both clutches are opened completely. As a result, alow-wear gear shifting process of the dual-clutch transmission isensured. Although both clutches are opened, the embodiment according tothe invention ensures that an interruption in the tractive force isprevented or that the target drive torque is at least substantially madeavailable by the electric machine.

According to one preferred development of the invention there isprovision that in order to initiate the gear shifting process the clutchwhich connects the internal combustion engine to the dual-clutchtransmission is opened and at the same time the other clutch is at leastpartially closed. As a result, a particularly rapid gear shiftingprocess can take place. The compensating electric machine ensures thatan interruption in the tractive force also at least substantially failsto occur here.

The device according to the invention is defined by a specially designedcontrol unit which carries out the method according to the invention inthe case of intended use. As a result, the advantages already mentionedare obtained. Further advantages and preferred features arise, inparticular, from what has been described above and from the claims.

The drive device according to the invention is defined by the deviceaccording to the invention. The advantages mentioned above are obtainedas a result.

BRIEF DESCRIPTION OF THE DRAWINGS

In the text which follows, the advantages of the inventions will beexplained further on the basis of an exemplary embodiment. In thisrespect:

FIG. 1 shows a drive device of a motor vehicle in a functionalillustration,

FIG. 2 shows a diagram explaining an advantageous method for operatingthe drive device,

FIG. 3 shows a further diagram explaining the method,

FIG. 4 shows a further diagram explaining the method,

FIG. 5 shows a diagram explaining a variant of the method,

FIG. 6 shows a further diagram explaining the further variant of themethod, and

FIG. 7 shows a flowchart explaining a further advantageous method foroperating the drive device.

DETAILED DESCRIPTION

FIG. 1 shows a drive device 1 of a motor vehicle, which drive device 1is embodied as a hybrid drive device. For this purpose, the drive device1 has an internal combustion engine 2 and an electric machine 3, whichare connected by a dual-clutch transmission 4, which is illustrated onlyfunctionally in FIG. 1, to at least one driven wheel 5 of the motorvehicle. The dual-clutch transmission 4 has two clutches K1 and K2 bywhich it can be operatively connected to the internal combustion engine2. In this context, the dual-clutch transmission 4 has two partialtransmissions TG1 and TG2 which each have different transmission ratiosand are operatively connected to the driven wheel 5. Thus, the partialtransmission TG1 here has, for example, the transmission ratios for thegears 1, 3, 5, the reverse gear and a neutral gear N, while the partialtransmission TG2 has the transmission ratios for the gears 2, 4 and 6and a neutral gear N. In particular, the dual-clutch transmission 4 isembodied in such a way that, as shown here, the next highest or the nextlowest transmission ratio is located in each case on the other partialtransmission. An input shaft of the partial transmission TG1 isconnected here to the clutch K1, and an input shaft of the partialtransmission TG2 is connected to the clutch K2, with the result that theinternal combustion engine 2 is operatively connected either to thepartial transmission TG1 or to the partial transmission TG2 as afunction of which of the two clutches K1 and K2 is closed. If bothclutches K1 and K2 are opened, the internal combustion engine 2 iscompletely disconnected from the dual-clutch transmission 4 and cannottransmit either a positive or a negative torque to the driven wheel 5.The electric machine 3 is connected to the input shaft of the partialtransmission TG2 permanently or without a clutch. The electric machine 3is coupled to the input shaft here, for example, by a belt drive or by agear mechanism. Alternatively, the electric machine 3 can, however, alsobe connected to the partial transmission TG2 at the output shaft or atanother location in the partial transmission TG2. Furthermore, a startermotor 6 is assigned to the internal combustion engine 2 here.

In the case of a gear shifting process from a relatively low to arelatively high gear, for example from the gear 3 to the gear 4, theprocedure adopted is usually as follows: in the initial state in thepartial transmission TG2 the gear 4 is already engaged. In the partialtransmission TG1 the gear 3 is engaged, the clutch K2 is opened and theclutch K1 is closed, and the internal combustion engine 2 makesavailable a positive engine torque which is transmitted to the drivenwheel 5 according to the transmission ratio of the gear 3. In thiscontext, the torque or the power flows from the internal combustionengine 2 through the clutch K1, the partial transmission TG1 to thedriven wheel 5. In the final state, the flow of torque is to betransmitted from the internal combustion engine 2 through the clutch K2and the partial transmission TG2 to the driven wheel 5 with thetransmission ratio of the gear 4. In order to pass from the initialstate to the final state, the following steps are carried out:

For the sake of simplification, a constant driver's request torque and aconstant velocity are assumed, with the result that the rotationalspeeds of the partial transmissions TG1 and TG2 as well as the requiredtorques in the respective gears do not change. In the case of shiftingup from the third into the fourth gear, a differentiation is madebetween a torque transfer from the partial transmission TG1 to thepartial transmission TG2 and subsequent synchronization of therotational speed of the internal combustion engine to the rotationalspeed of the partial transmission TG2. Since the torque request by thedriver at the driven wheel 5 of the entire shifting operation is toremain constant, the torque of the internal combustion engine 2 has tobe raised during the torque transfer. The required raising of the torquecan be calculated from the transmission ratio of the fourth gear in thepartial transmission TG2 and the desired driver's request torque. Duringthe synchronization of the rotational speed of the internal combustionengine 2 with the partial transmission TG2, the torque of the internalcombustion engine 2 is lowered so far that the rotational speed of theinternal combustion engine 2 is lowered to the input rotational speed ofthe partial transmission TG2. The clutch torque of the partialtransmission TG1 or the torque which is transmitted by the clutch K1 islowered during the torque transfer to zero and the clutch torque of thepartial transmission TG2 or of the clutch K2 is raised from zero to therequired drive torque. In this context it is advantageously necessary toensure that the sum of the two clutch torques during the torque transferis equal to the desired driver's torque so that an interruption in thetractive force and therefore a reduction in the comfort do not occur.Furthermore, the clutch torque of the partial transmission TG2 has to bekept constant during the synchronization of the rotational speed inorder to prevent the tractive force from being interrupted. During thetransfer of torque, the rotational speed of the internal combustionengine has to be kept constant, or must be slightly increased so thatthe slip of the clutch K1 is always positive. This is important so thatthe sign of the transmitted torque of a slipping clutch depends on thesign of the difference in rotational speed. There is thereforeexpediently provision that the rotational speed of the internalcombustion engine 2 is higher than or equal to the input rotationalspeed of the partial transmission TG1, in order to transmit a positivetorque. If the rotational speed of the internal combustion engine 2drops below the input rotational speed of the partial transmission TG1,the sign of the transmitted torque changes and a significantlyperceptible dip occurs in the drive torque at the driven wheel 5, whichin turn leads to an interruption in the tractive force which can beclearly felt by the driver and other occupants of the motor vehicle. Inthis context, the rotational speed cannot be synchronized until theentire engine torque of the internal combustion engine 2 has beentransferred to the clutch K2 of the partial transmission TG2. For thepartial transmission TG2, in the case of a tractive upshift, that is tosay a gear shifting process to a relatively high gear, the rotationalspeed of the internal combustion engine is always higher than therotational speed of the input shaft of the partial transmission TG2, inorder to ensure a positive transmission of torque. During thesynchronization of the rotational speed, the rotational speed of theinternal combustion engine 2 must be lowered to the input rotationalspeed of the partial transmission TG2, in order to be able to close theclutch K2 completely.

The required driver's request torque at the driven wheel 5 can bedistributed between the electric machine 3 and the internal combustionengine 2 by the electric machine 3, in order to be able to operate theinternal combustion engine 2, for example, at an operating point whichis optimum in terms of consumption. The target drive torque which is tobe made available overall at the driven wheel 5 by the drive device 1can therefore be provided jointly by the internal combustion engine 2and the electric machine 3. Depending on the operating strategy, theportions of the target drive torque provided by the internal combustionengine 2 and electric machine 3 change here.

In order to increase further the comfort for a driver and furtheroccupants of the motor vehicle during the shifting up, to relieve theloading of the internal combustion engine 2 and the clutches K1 and K2and therefore to obtain a lower level of wear of the clutches K1 and K2,there is provision here that during the gear shifting process the torqueof the internal combustion engine 2 is transferred completely orpartially to the electric machine 3 as a function of the efficiency ofthe electric machine 3. As a result, low torques or no torques have tobe transmitted between the clutches K1 and K2 of the partialtransmissions TG1 and TG2 during the torque transfer. This has theadvantage that the comfort is increased and the wear reduced.Furthermore, smaller dimensioning of the drive device, in particular ofthe clutches K1, K2, is possible, which gives rise to improvedinstallation space conditions and lower manufacturing costs. Theadvantageous method is to be explained in more detail with reference toFIGS. 2 to 7. In this context, the initial state and final statedescribed above are used as the starting points.

FIG. 2 shows in a diagram plotted against the time t the machine torqueMd₃ of the electric machine 3 and the engine torque Md₂ of the internalcombustion engine 2 during a gear shifting process, wherein it isassumed here that the transmission ratio of the electric machine 3 tothe partial transmission TG2 is equal to 1. Furthermore, the torques ofthe partial transmissions TG1 and TG2 for the third gear Md_(G3) and thefourth gear Md_(G4) are shown. During the shifting up from the third tothe fourth gear, that is to say during a changeover from the partialtransmission TG1 to the partial transmission TG2, the torque Md₂ of theinternal combustion engine 2 is firstly transmitted to the electricmachine 3 in a phase I, so that the electric machine 3 makes availablethe entire driver's request torque through the partial transmission TG2and the driven wheel 5. After this, in phase II the rotational speedsynchronization of the internal combustion engine 2 and of the partialtransmission TG2 occurs. If the rotational speeds are synchronized, inphase III the clutch K2 of the partial transmission TG2 is completelyclosed, and the torque is transmitted from the electric machine 3 againto the internal combustion engine 2 or, if the target drive torque is tobe provided jointly by the internal combustion engine 2 and the electricmachine 3, it is distributed between the internal combustion engine 2and the electric machine 3.

FIG. 3 shows in a further diagram plotted against the time t the torquesMd_(K1) and Md_(K2) which are transmitted by the clutches K1 and K2. Thetorque of the clutch K1 of the partial transmission TG1 is lowered tozero to the same degree as the torque Md₂ of the internal combustionengine 2. If the clutch K1 is load-free, it can be opened, or the clutchK2 can already be adjusted beforehand in order to implement a fastershifting process. In contrast to a conventional gear shifting process inwhich the internal combustion engine torque is transferred to the clutchK2 of the partial transmission TG2 with an associated increase in thetorque, the transmitted torque of the clutch K2 of the partialtransmission TG2 is here equal to zero in the phases I and II. Theclutch K2 is still completely opened and there is no slip and thereforeno wear present. During the synchronization of the rotational speed inthe phase II, both clutches K1 and K2 are completely opened. The clutchK2 of the partial transmission TG2 is completely closed, in particular,before the torque transfer from the electric machine 3 to the internalcombustion engine 2 and is optionally increased with the internalcombustion engine torque Md₂ in order to permit a faster shiftingprocess.

FIG. 4 shows in a further diagram plotted against the time t therotational speed n2 of the internal combustion engine 2 during thedescribed gear shifting process. Here, the input rotational speedsn_(TG2) and n_(TG1) which remain the same owing to the constant velocityof the motor vehicle are also shown with the respectively engaged gear 3or 4 by dashed lines. The rotational speed profile of the internalcombustion engine 2 corresponds to the rotational speed profile during aconventional shifting process. However, because the clutches K1 and K2have to operate with very much less slip and as a result the wear andthe loading of the clutches K1 and K2 is reduced compared to theconventional gear shifting process, the advantages already specifiedabove are obtained.

In the event of the electric machine 3 not being able to completelyprovide the entire target drive torque or driver's request torque, areduction in the necessary clutch torques during the torque transferfrom the partial transmission TG1 to the partial transmission TG2 isalways possible using the electric machine 3. The sequence of the gearshifting process is explained below with reference to FIG. 5 in a wayanalogous to the shifting sequences described above.

FIG. 5 shows again the diagram which is also shown in FIG. 2, with thedifference that the electric machine 3 is not able to take overcompletely the torque of the electric motor 2. In the phase I at thesame time part of the torque Md₂ of the internal combustion engine 2 istransmitted to the electric machine 3, while the remaining part of thetorque of the internal combustion engine is also transmitted to thepartial transmission TG2. After this, the synchronization of therotational speed in phase II takes place. If the rotational speeds aresynchronized, the clutch K2 of the partial transmission TG2 can beclosed completely, and the target drive torque can be distributed againbetween the electric machine 3 and the internal combustion engine 2 tophase III.

The associated torques which are transmitted by the clutches K1 and K2are shown in FIG. 6. The transmitted torque of the clutch K1 isinitially lowered to zero in the phase I. As soon as the clutch K1 isload-free, it can be opened, or the clutch can already be adjustedbeforehand in order to implement a faster shifting process. At the sametime, the internal combustion engine torque Md₂ is taken over by theclutch K2. In contrast to a conventional gear shifting process in whichthe internal combustion engine torque Md₂ is transferred to the clutchK2 (with the associated increase in the torque), the torque Md_(K2) ofthe clutch K2 is lower here. In the slip, a relatively low power loss,which is proportional to the transmitted torque Md_(K2), is input intothe clutch K2 and therefore a lower wear of the clutch K2 with respectto the conventional gear shifting process is achieved. The torque of theclutch K2 is also lower during the synchronization of the internalcombustion engine 2. As a result, a lower power loss in the clutch K2 isachieved over the entire shifting process or gear shifting process. Thisgives rise to a reduced wear of the clutch K2 and therefore to anincreased service life.

FIG. 7 shows in a flowchart an advantageous method for operating thedrive device during shifting down, that is to say during a gear shiftingprocess from a relatively high gear to a relatively low gear, by whichprocess shifting of the gear of the partial transmission TG2 without aninterruption in the tractive force is made possible during arecuperation mode of the electric machine 3. In this context, thefollowing initial state is taken as the starting point: in the partialtransmission TG2 a gear, for example gear 4, is engaged, the clutch K2is opened, and the internal combustion engine 2 is switched off, theclutch K1 is opened and the electric machine 3 is operated as agenerator. As a final state, a relatively low gear, for example gear 2,is to be engaged in the partial transmission TG2, the clutches K1 and K2are to be opened and the internal combustion engine is to be switchedoff and the electric machine 3 is to continue to be operated as agenerator, and in this respect a negative torque is to be generated.

In the step S1, the method is started with the abovementioned initialstate. In the following step S2 in a partial transmission TG1 a low gearis engaged, in particular a gear which is lower than the gear which isengaged in the partial transmission TG2, in particular the lowestavailable gear with the highest transmission ratio of the partialtransmission TG1, in order to achieve the highest possible rotationalspeed at the clutch K1.

Subsequently, in a step S3 for the gear shifting process the electricmachine 3 is actuated to provide a zero torque, that is to say to run inan idling mode. In this context, the clutch K1 is operated in a slippingfashion in a step S4, without the internal combustion engine 2 beingoperated. The slipping operation of the clutch K1 generates adecelerating torque in the partial transmission TG1 in that energy isdestroyed in the clutch K1 by the slip, and therefore an interruption inthe tractive force is compensated by the zero torque of the electricmachine 3.

Subsequently, the current gear, for example gear 4, is disengaged in thepartial transmission TG2 in a step S5, and a new, relatively low gear,in particular the next lowest gear, here gear 2, is engaged in asubsequent step S6. In parallel with this, the decelerating target drivetorque continues to be made available by the slipping operation of theclutch K1.

In a subsequent step S7, the electric machine 3 is again actuated to beoperated as a generator, and in this context to make available adecelerating drive torque, which acts on the driven wheel 5 for thepartial transmission TG2. While the torque of the electric machine 3 isincreased again, the clutch K1 is opened again, in order to reduce thedeceleration torque which is generated by the slip. As soon as theclutch K1 is completely opened, the engaged gear of the partialtransmission TG1 is preferably disengaged again in a step S8, and thepartial transmission TG1 is shifted, in particular, into a neutral gearor state. As a result, the method is ended in a step S9. The shiftingprocess is advantageously carried out as quickly as possible so that aslittle energy as possible is destroyed in the clutch K1 by the slippingoperation, and the wear is kept small. Alternatively, there can beprovision that the internal combustion engine 2 also rotates as long asthe clutch K1 generates a decelerating torque.

By means of this method, a gear shifting process of the partialtransmission TG2 which is free of an interruption in the tractive forceis made possible during a recuperation mode, as a result of which theelectric machine can be operated in a high gear at high speeds, withbetter efficiency and a high torque. As a result, purely electricdriving is optimized even at relatively high speeds, in particular withrespect to the driving comfort. The comfort of the dual-clutchtransmission 4, specifically the shifting which is free of aninterruption in the tractive force, is therefore ensured even in thepurely electric mode of the motor vehicle, with just one electricmachine which is assigned to just one of the partial transmissions TG1or TG2.

What is claimed is:
 1. A device for operating a drive device of a motorvehicle, the drive device including an internal combustion engine, anelectric machine, and a dual-clutch transmission, wherein thedual-clutch transmission includes two clutches and is operativelycoupled to the internal combustion engine by the two clutches, thedevice for operating the drive device comprising a control unitconfigured to actuate, in a driving mode, the internal combustion engineof the motor vehicle to generate a target drive torque; and activate thetwo clutches in opposite directions during a gear shifting process,wherein during the gear shifting process the electric machine of themotor vehicle is actuated in such a way that the electric machine atleast partly generates the target drive torque.
 2. The device of claim1, wherein the controller is further configured to actuate the electricmachine in such a way that said electric machine completely or partiallytakes over that portion of the target drive torque which is provided bythe internal combustion engine.
 3. The device of claim 1, wherein thecontroller is further configured to initiate the gear shifting processby reducing a torque which is transmitted by the internal combustionengine to the dual-clutch transmission.
 4. The device of claim 3,wherein the controller is configured to reduce the torque which istransmitted by the internal combustion engine to the dual-clutchtransmission by opening the clutch which currently connects the internalcombustion engine to the dual-clutch transmission.
 5. The device ofclaim 3, wherein the controller is configured to reduce the torque whichis transmitted by the internal combustion engine to the dual-clutchtransmission by reducing an engine torque which is predefined by theinternal combustion engine.
 6. The device of claim 1, wherein thecontroller is further configured to open a clutch of the two clutcheswhich connects the internal combustion engine to the dual-clutchtransmission only after the engine torque of the internal combustionengine is reduced to zero.
 7. The device of claim 1, wherein thecontroller is further configured to completely open both of the twoclutches during a rotational speed synchronization of the dual-clutchtransmission during the gear shifting process.
 8. The device of claim 1,wherein the controller is further configured to initiate the gearshifting process by opening one clutch of the two clutches whichconnects the internal combustion engine to the dual-clutch transmissionand at the same time at least partially closing another clutch of thetwo clutches.
 9. A drive device for a motor vehicle comprising: aninternal combustion engine; an electric machine; a dual-clutchtransmission, the dual-clutch transmission includes two clutches bywhich the dual-clutch transmission can be operatively connected to theinternal combustion engine, wherein the electric machine is operativelyconnected to the dual-clutch transmission without a clutch; and acontroller configured to actuate, in a driving mode, the internalcombustion engine of the motor vehicle to generate a target drivetorque; and activate the two clutches in opposite directions during agear shifting process, wherein during the gear shifting process theelectric machine of the motor vehicle is actuated in such a way that theelectric machine at least partly generates the target drive torque. 10.The drive device of claim 9, wherein the controller is furtherconfigured to actuate the electric machine in such a way that saidelectric machine completely or partially takes over that portion of thetarget drive torque which is provided by the internal combustion engine.11. The drive device of claim 9, wherein the controller is furtherconfigured to initiate the gear shifting process by reducing a torquewhich is transmitted by the internal combustion engine to thedual-clutch transmission.
 12. The drive device of claim 11, wherein thecontroller is configured to reduce the torque which is transmitted bythe internal combustion engine to the dual-clutch transmission byopening the clutch which currently connects the internal combustionengine to the dual-clutch transmission.
 13. The drive device of claim11, wherein the controller is configured to reduce the torque which istransmitted by the internal combustion engine to the dual-clutchtransmission by reducing an engine torque which is predefined by theinternal combustion engine.
 14. The drive device of claim 9, wherein thecontroller is further configured to open a clutch of the two clutcheswhich connects the internal combustion engine to the dual-clutchtransmission only after the engine torque of the internal combustionengine is reduced to zero.
 15. The drive device of claim 9, wherein thecontroller is further configured to completely open both of the twoclutches during a rotational speed synchronization of the dual-clutchtransmission during the gear shifting process.
 16. The drive device ofclaim 9, wherein the controller is further configured to initiate thegear shifting process by opening one clutch of the two clutches whichconnects the internal combustion engine to the dual-clutch transmissionand at the same time at least partially closing another clutch of thetwo clutches.